Railway-track rail



Patented Aug. 9, 1927.

UNITED STAT ES f ALB-'ERT Benson RAYMER, or BEAVER,y PENN'sYLvAnrA.

` RAILWAY-TRACK RAIL.

i ApplicationV ilred yNovember This invention relates to railway track rails and more particularly railway` track rails of the T-head type, and' has for its object theprovision of rails of this type having a novel form of head which will increase the life of the wheels of thel roll- Ving stock and of the rails` due to the provision of a greater bearing surface between thel wheels and rails than is provided by the present form of rails.

Another object is to providel a rail of such construction thatV the use of -wedgeshaped or inclined tie plates is made unnecessary at points Vof the railway track structures where they are now commonly used to position the rail on an incline so as to provide a greater' bearing surface between the wheels of the rolling stock and rails.

In the drawings:

Figure l is a sectional elevation through a standard T-head,` rail showing a railway wheel of standard contour positioned thereon.

Figure 2 is a view similar to Figure l sshowing the rail of this invention, the change in contour' of the rail head being indicated in dotted lines. v

Referring more particularly to Figure l of the drawings, the letter A designates the standard rail as a whole, which is composed of a base flange 2, web 3 and head 4. In the standard rail the base flange 2, web 3 and head 4 are symmetrical about the vertical axis of the rail, and the top surface of the rail head is curved on a radius struck Vfrom the verticalaxis or center-line. In Figure l a railway wheel B of standard contour is shown, positioned on the standard rail, and as illustrated, it will be seen that only a Very small part of the wheel tread and rail head, along the flange side of the rail, are in Contact.

As a result of the Asmall area of Contact or bearing between the wheels and rails, the rails and wheels are quickly worn along the flange side, which necessitates re-turning of the wheel treadsand replacement of the rails at more frequent intervals than would be necessary if a greater bearing area were provided.

In Figur'e 2 the letter C designates a T- head rail as a whole, constructed in accordance with this invention. The rail C is composed of a base flange G, web 7 and head 8. 55 The base flange 6, and web 7 are symmetri cal about the vertical axis of the rails, but

21, 1925. Serial No. 170,494.

the head 8 is unsymmetrical'about the vertical axis. f i I The top surface of the head 8 is curved as in the standard f rail of Figure l, but instead of being curved ona radius struck fr'om the center 10 -on the vertical axis or center-line `Xfof 'the rail, vit*is'curved on a radius struck from a point 1l which is*v olfset toward the outer side ofthe'- rail from the vertical axis or center-line of the rail so as to locate the crown of the top surface or tread of the r'ail head to the Aouter side of thecenter-line or' vertical axis of the rail and increase the vertical thickness ofthe rail head on the outer side of the vertical` axis of the rail. The contour of a standard rail head vis indicated by the dotted line 9 on the rail C of Figure 2 and clearly shows'the increased thickness of the head 8 at the outer side of the vertical axis of the rail.

By outer side of the rail head is meant the side of the rail head opposite the flange or innerl side of the rail head and is to be so construed throughout the -specification and claims. Y

Rails are branded by raised or indented letters or numerals when r'olled and such brand is used to indicate the flange or inner side of the rail.v The rails shown in both Figures l and 2 of the drawing are provided with a raised brand l5 which indicates the inner or flange side of the rail.

A rail head formed as described above vwill more nearly follow the contour of the wheel D, shown in dotted lines, and thereby provide a much greater area of contact or bearing between the wheel and rail, which willl lengthen the life of both the wheel and ra1 Heretofore Vit has been the practice to mount the track rails along curves and other sections of track on wedge-shaped or inclined tie plates in order to elevate the one side of the rails. However, with the present form of rail the use of these tie plates may be discontinued since the shape of the rail head is such that the wheel flange side of the rail head is of less vertical thickness than the other side.

While I have shown and described only one specific embodiment of my invention, it will be understood that I do not wish to be limited thereto, sincel various modifications may be made without departing from the scope of my invention as defined in the appended claims.

I claim:

l. A. Tv-head rail comprising a base flange and web, both of which are symmetrical about the vertical aXisO the rail, and a head portion having its top surface curved on a radius struck from a point offset towardthe outer side of the rail from the vertical axis of the rail so as tolocate the crown of the top surface of the rail to the outer side of the vertical vaxis and increase the vertical thickness of the rail head to the outer side A of the vertical axis and also provide a greater bearing area between the oar-wheels and the rail head.,

2. A T-head rail comprising a base flange and@ web,y both of which are symmetrical about the vertical axis ofv t-he rail, and a head portion symmetrical about the vertical axis ofthe rail from-its bottom to a point materially above the horizontal axis of t-he head and having its top surface curved on a radius struck from a point offset toward the outer sidefof the rail from the vertical axis of the rail so asto locate the crown of the top surface of theV rail tothe outer side of 35 the vertical axis, thereby increasing the ver- Y tical thickness of the rail head to the outer side of the vertical axis and also providing Yportion having straight lined side walls'and having its top surface curved on a radius struck from a point offset toward the outer side of the rail) from the Vertical axis ofi the rail so as to locate the crown of the top surface of thevrail to the outer side of the vertical axis and increase the Vertical thickness of the rail head to the outer sideof-the vertical axis and also provide a greater bearing area between the ear-wheels and the rail head.-

In testimony whereof I have. hereunto signed my name. Y

ALBERT REESOR f RAYMER. 

